Draft-beam construction for railway-cars.



G. A. GOODYEAR & J. M. CHANDLER. DRAFT BEAM cowsmuonom FOR RAILWAY CARS.

APPLICATION FILED DEC.23. l9l6. 1,289,733. Patented Doc. 31, 1918.

2 SHEETS-SHEET I.

I v I Hllllllllfl 9;

GEORGE A. GOODYEAR, 0F MERIDIAN, AND JAMES M. CHANDLER, or HATTIESBURG,

- MISSISSIPPI.

DRAFT-BEAM CONSTRUCTION FOR RAILWAY-CARS.

Specification of Letters Patent.

Patented Dec. 31, 1918.

Application filed December 23, 1916. Serial No. 138,549.

To all whom it may concern:

Be it known that we, GEORGE A. GOODYEAR and JAMES M- CHANDLER, citizens of the United States, residing at Meridian, in the county of Lauderdale, and Hattiesburg, in the county of Forrest, respectively, in the State of Mississippi, have invented certain new and useful Improvements in Draft-Beam Construction for Railway-Cars; and we do hereby declare the following to be a full,

tween the longitudinal center sills of the car' underframe in position for receiving the draw-bar of the coupler and the usual draft and buffing rigging, and the primary object of the invention is to construct said draft beams in such manner that they maybe readily and securely mounted in their proper position on the car underframe, without the use of bolts, or analogous devices whatsoever. Not only are the draft beams greatly simplified in their construction, but the fact that no bolts are employed in mounting the beams on the car underframe contributes, in no small degree to the security and rigidity of the structure as a whole, because of the reduction to a minimum of devices and parts which are likely to become loosened aor jarred out of place by the vibration of the car frame.

with the above and other objects in View, the invention consists in certain constructions, arrangements and combinations of parts, hereinafter described in a preferred form, and particularly pointed out in the claims at the end of the specification.

In the accompanying drawings:

Figure 1 is a bottom isometric projection of a portion of the underframe structure of a railway car, illustrating the improved draft beam construction of the present 1n-' vention in position between the longitudinal center sills.

Fig. 2 is a top isometric projection looking between the longitudinal center sills, and with portions of the underframe structure broken away to more clearly illustrate the draft beam construction.

Fig. 3 is a top plan view of the underframe and draft beams.

Fig. 4 is a vertical longitudinal sectional elevation taken in a plane indicated by the line 4% of Fig. 3.

Fig. 5 is a horizontal longitudinal sectional elevation taken in a plane indicated by the line 5-5 of Fig. 4.

Fig. 6 is a transverse vertical section on the line 6-6 of Fig. 3.

Like characters of reference in the several figures indicate the same parts.

The t-ype of underframe adopted for illustrating the present improvements is well known in railway car construction, particularly in freight cars, and embodies the usual longitudinal sills running lengthwise of the car and connected at their proximate ends by the end sill. In the drawings, the central longitudinal sills, between which the draft beams are mounted, are designated by the reference numerals 1 and 2 and the end sill by the numeral 3. The end sill is located a at theend of the car underframe and may,

if desired, be equipped with a buffer block at, secured to the front face of the end sill and designed to resist extreme buflingstresses of the coupler head in the usual manner well known in the art. Beneath the underframe and positioned the proper distance to the rear of the end sill 3 is the bolster 5, preferably of the usual. I-beam construction in cross section and in the form of a truss secured in the center to some fixed portion of the truck by a king pin 6. On opposite sides of the king pin, the bolster is also secured to the several longitudinal sills of the car underframe, in any preferred manner, for example, by suitable bolts, as illustrated more particularly in Fig. 1. Behind the bolster 5 arepreferably sub center sills 7 and 8 running beneath and secured to the upper sills 1 and 2. The forward ends of the sub center sills 7, 8, abut against the vertical web portion 5 of the bolster, as

neath the bottom its lower end with an ear 13,

the purpose of Each draft beam is formed are positioned between the longitudinal center sills 1 and 2 of'the car underframe, for i the reception of the'usual draw-bar attachedi to the coupler head and the usual draft and bufiing rigging; In accordance wi-th thepresent invention, the draftbeams are con structed whereby they may be quickly and securely applied in their proper position without theaid of bolts or analogous-devices. Not only is a great amount oftime saved in assembling and dismounting the "draft beams, but also there is produced a structure of extreme strengtli,'simp'licity and cheap ness. draft beams are in pairs adapted to be connected together, after they have been assembled on the car underframe, but it will be understood that the two beams may be constructed'integrally, or in a single casting, Without in any way departing from the spirit and scope of the invention.

Referring now to the form shown, the pair of draft beams consist of right and left hand castings or plates 9 and 10, respectively adapted to hug the opposing vertical faces of the sills 1 and 2, and to extend along beneath said sills, whereby a channel is provided under the sillsfor the reception of the draw-bar of the coupler and the draft and. buffing rigging,hereinbefore referred to. Be-' tween the front and rear ends of each draft beam 9, 10, the side wall of each beam is lat 40,-

erally ofl"-set, pr0viding a horizontal flange 11 which forms a supporting shoulder for the longitudinal ticularly in Fig. 6. The vertical wall 12 of this laterally off-set face of the center sill, and is provided at which will presently appear. The draft beams 9 and Y10 are designed to be secured to the car underframe, both at their forward and rear ends, as follows:

with an upper forwardly projecting finger or lug 14, adapted to extend across the top. face of the end sill 3, as illustrated in Figs. 2 and 4. The draft beam is also provided with a lower, forwardly projecting extension 15 which extends beneath the bottom 1 above construction, a

face of the end sill 3 and if a buffer block 4 is employed, the said extension 15 made long enough to extend clear to the front face of the buffer block. With the recess 16 is formed at the forwardextremity of each draft beam,

into which recess is received the end, sill 3.

Preferably, the vertical distance betweenlug center sil'l, as shown more par-L portion extends be-' at its front end" may be In the embodiment illustrated, thetance shown in 14 and lower extension 15 of the draft beam is such that the endsill 3 will fit snugly within the recess. tension 15, which respectively extend across the top and bottom faces of the end sill, prevent vertical displacement of the'for'ward The lug 14 and lower exend of the draft beam; and the inner vertical edge 16* of the recess 16, by reason of its engagement with the rear face of sill 3, prevents forward longitudinal displacement of the draft beam. i

The rear end of each draft beam is provided with an extension 17 which projects rearwardly beyond, the-bolster 5, as shown; Said extension 17 is adapted to seat over the upper horizontal face 5? of the bolster and is further provided with an inwardly and laterally projecting flange 18, which also seats onsaid horizontal faces? and provides sufficient bearing surface to keep the draft beam securely in upright position. The

flange 18'is'preferably off-set vertically, as

shown in Fig.2, and'the front shoulder 19, 5

thus formed, engages the front edge of the bolster. Therearshoulder20 in said off-set portion of flange 18 is positioned some disbehind the rear edge of the bolster.

Behind'the bolster 5, the extension 17 of" the draft beam is formed with a dependent portion'21 .whichlies below the plane of the horizontal face or web 5 of the bolster. The dependent portions21 of the two draft beams 9 and 10 are each provided with alined slots 22 which are adapted'to register with slots formed in the sub sills 7 and 8. A' transverse key 24 is insertedin the alined slots, 22, 23, to lock the draft beams against vertical and longitudinal displacement at theirrear ends. Said key 24 may in turn be held'in position' by vertical pins 25 passing through alined holes in the key and flanges 18 Fig. 3'. In front of the bolster, each draft beam is formed with an abutment 26, adapted when the beamis in position to extend" beneath the horizontal web 5 ofthe bolster and to engage the front face of the vertical web 5 of the'bolster, thereby assisting the key 24 in preventing rearward longitudinal and vertical displacement of the draftbeam. a g y In the form shown, the draft beams 9,

of the respective draft beams, as

10, are braced substantially from end t' w end against twisting strains by horizontal flanges 27 formed atthe upper edges of'said beams.

When in position, the beams 9, 10, are preferably connected together, whereby they may supporttheusual carry iron 'for'the' draft bar and other parts of the rigging. For this purpose,the ears 13 of the respective beams are provided 'with tran elongated slots 28 adapted to receive a key 29, 'whi'ch extends across and bridges the gap between the draft beams. The key-'29 may be secured against lateral displacement by vertical pins 30 extending through alined holes in the key and ears 13. In front of the key 29, the beams 9, 10, may be further bridged by a transverse key 31 extending through alined slots in the lower lateral flanges 32 of the draft beams and secured in position by similar pins 33 projected through alined holes in said lateral flanges and key. In front of the off-set portion 12 the side walls 34 of the respective beams 9 and 10 are preferably inclined slightly outwardly toward the end sills, as shown in Fig. 5, to provide a proper clearance for end-wise movement of the draw-bar. At their forward extremities the said walls 34: are provided with lateral flanges 35 which form a front bufling face for the draft beams. As hereinbefore stated, however, the keys 29, 31 may be dispensed with by constructing the two beams 9, 10 in a single casting.

The draft beams may be assembled in their position between the longitudinal center sills 1, 2, of the car underframe in either of two ways. If the end sill 3 has been removed from the underframe of the car, the right and left hand beams 9, 10, may be positioned between the sills 1 and 2 so that the extensions 17 seat over the upper horizontal face 5 of the bolster. The front shoulders 19 of the seats engage the front edge of said face 5* and the abutments 26 engage the vertical web of the bolster in the manner illustrated particularly in Figs. 2 and 4:. When the draft beams are so positioned, the slots 22 of the dependent portions 21 register with the slots 23 in the sub center sills 7 and 8, and the key 2 1 and pins 25 may be inserted to lock the rear ends of the draft beams against longitudinal and vertical displacement. After the above operation has been effected the front or end sill 3 may be slipped into the recesses 16 in the forward ends of the beams 9, l0 and the sill 3 secured to the longitudinal sills. It will be noted that the upper and lower front extensions 14 and 15, by reason of their engagement with the front sill 3, prevent vertical displacement of the forward ends of the draft beams, and that the horizontal flanges 11 of the ofi-set portions of the beams, in turn, support and brace the center sills 1 and 2.

In applying the draft beams after the end sill 3 has been secured to the longitudinal sills and without removing the end sill, the bolster 5 is removed and the sub sills 7 and 8. The forward ends of the draft beams are next slipped over the end sill 3 until they assume the position shown in Figs. 2 and 4, 2'. 6., with extensions 14 and 15 projecting across the end sill and the inner edge 16 of the recess engaging the inner vertical face of the end sill. When the beams are so positioned, the bolster is secured to the car un-' derframe whereupon the abutments 26 engage the vertical web 5 of the bolster, and the rear extensions 17 of the beams seat on the upper horizontal web 5 of the bolster, in the manner hereinbefore described. Then, the sub sills 7 and 8 are secured in position beneath their respective sills 1 and 2 so that the forward ends of the sub sills engage said vertical web 5 of the bolster, and the slots 23 are brought into alinement with the slots 22 of the draft beams. This permits the key 24 to be inserted for locking the beams 9 and 10 in position.

WVhat is claimed is 1. A draft beam of the class described, comprising an elongated member having a pair of extensions at its front end adapted to engage the top and bottom faces of the front portion of a car underframe and also provided with a rearward extension adapted to seat over the bolster and an abutment for engagement with the front face of said bolster, said extensions and projections looking the draft beam to the underframe of the car in such manner that the use of bolts is eliminated.

2. The combination with a car underframe including the usual longitudinal sills, the end sill connecting the proximate ends of the longitudinal sills, and a bolster positioned behind the end sill and secured to the underframe, of a' draft beam extending lengthwise of the underframe betwen the sills, having upper and lower front extensions engaging the end sill, and provided with a rear extension seating over the bolster and an abutment engaging the front face of the bolster, there being a slot in said rear extension adapted to register with a slot in the car underframe, and a key projected through said slots to secure the rear end of the draft beam in position.

3. The combination with a car underframe including the usual longitudinal sills, the end sill connecting the proximate ends of the longitudinal sills, and a bolster p0sitioned behind the end. sill and secured to the underframe, of a draft beam extending lengthwise of the underframe between the sills, having upper and lower front extensions engaging the end sill, and also provided with a rear extension seating over the bolster, there being a slot in said rear extension adapted to register with a slot in the underframe behind the bolster, and a key projected through said slots to secure the rear end of the draft beam in position.

4. The combination with a car underframe including the usual longitudinal sills,

the end. sill connecting the proximate ends of the longitudinal sills, a bolster positioned behind the end sill and secured to the underframe, a sub sill behind the bolster having its front end in engagement with'the reartensions engaging the end sill, and provided with a rear extension seating over the'bolster, there being a slot in said rear extension adapted to register with a slot in the sub sill behind the bolster, and a key projected through said slot to secure the rear end of the draft beam in position,

5. The combination with a car underframe including the usual longitudinal sills, the end sill connecting tl'ie'proximate-ends of the longitudinal-sills, abolster of I shape in cross section positioned behind the end sill and secured to the =underframe,'a sub sill behind the bolster having its front end in engagement withthe rear face of the'bolster, of a-draft beam extendinglengthwise of the underframe between the sills, having per and lower frontextensions engaging the end sill, and provided with a rear extension seating over the bolster and an abutment engaging the web of the bolster.

6; The combination with a car under frame including the usual longitudinal sills, the end sill connecting the proximate ends ofthe longitudinal sills, a bolster positioned behind the end sill andsecured frame, a sub sill behind the bolster having its front end in engagement with the rear face of the bolster, of a draft beam extend-- ing lefigthwise of the underframe between the sills, having upperand lower front extensions engaging the end sill, and provided'with a rear extension seating over the bolster and an abutment engaging the front face of the bolster, there being a slot in said rear extension adapted to register with a slot in the sub sill behind and a key projected through said slots to secure the rear end of the draft beam the bolster,

in position. 7

'7. A draft beam adapted to be secured in lengthwise position on a car underframe, of the type including longitudinal sills connected at their proximate ends by an end sill and a bolster of I-shape in cross section positioned behind the end sill and secured to the underframe, said draft beam comprising an elongated member having a pair of vertically spaced extensions at its front end adapted to engage the top and bottom' faces of the end sill and provided with a rear extension adapted to seat over the bolster and 'a rear abutment for engagement-with the web of the bolster. V

8. Adraft beam adapted to be'secured in lengthwise position on a car underframe,

of the type including longitudinal sills connected at their proximate ends by an end sill and a bolster positioned behind'the end sill and secured to the'underframe, said draft beam comprising an elongated memto the under-' ing a vertically disposed fac'ewand a horizontal'ly' extending face projecting beyond the vertical face positioned behind the end sill and secured to the underframe, of a draft beam extending lengthwiseof the car, having a laterally ofi-setportion adapted to engage the bottom ofra longitudinal sill, and upper and lower front extensions engaging the end sill, said draft beam also" provided with a rear extension seating on the horizontal face of the bolster and an abutment engagingthe vertically disposed face of the bolster.

10. The combination with a car underfraine including the usual longitudinal sills, the end sill connecting the proximate ends of the longitudinal sills, and a bolster positionedbehind the end sill and secured to the underframe, ofa draft beam extending lengthwise of the I car, having a laterally off-set portion adapted to-engage the bottom of a longitudinal sill, and upper and lower front extensions engaging the end sill, said draft beam also provided with a rear e xten-' sion seating over the bolster and-an abutment engaging the front-face ofthe bolster, there being a slot'intsaid' rear extension adapted to register witha slot" in the underframe behind the bolster and a key projected through said slots to secure the rear end of the draft'*bea1n in position.

11. The combination with a car underframe including the usual longitudinal center sills, the end'sill connecting the proximate ends of the longitudinal sills, and a bolster positioned behind the end sill, of a pair of draft beams extending longitudi nally of the car between the center sills, each draft beam having upper and lower front extensions engaging the end sill, and each provided with a rear extension seating over the bolster, there being a slot in said rear extension adapted to register with a slot in the underframe behind the bolster, a key projected through said slots to secure the rear ends of the draft beams in position, and means for connecting said draft beams together.

12. The combination with a car underframe including theusual longitudinal center sills, the end sill connecting the proxi-- mate ends of thelongitudinal sills, and a pair of draft beams extending longitudinally of the car betwen the center sills, each draft beam having upper and lower front extensions engaging the end sill, and each provided with a rear extension seating over the bolster, there being a slot in said rear extension adapted to register with a slot in the underframe behind the bolster,

a key projected through said slots to secure the rear ends of the draft beams in position, alined slots adjacent the lower edges of the draft beams, and keys projected through said slots to secure the draft beams together.

GEORGE A. GOODYEAR. JAMES M. CHANDLER.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. C. 

